Design and finite element analysis of

automotive propeller shaft using composite

materials

Mohan. S. R1, Balamuralikrishna.L2, Gowtham Ram.G3, Karthik Sugumar.K4, Magesh.M5

1, Assistant Professor, Anand Institute of Higher Technology, Kazhipattur-603 103

2, 3, 4, 5, UG Scholars, Anand Institute of Higher Technology, Kazhipattur-603 103

E-mail: balamurali.1996.fccp@gmail.com

Abstract-- Automotive drive shaft is a very important

component of vehicle. This project work comprises of

design and analysis of composite drive shaft for power

transmission. Substituting composite structures for

conventional metallic structures has many advantages

because of higher specific stiffness and strength of

composite material. This work deals with the comparison

of conventional two piece steel drive shafts with different

composite material drive shaft like S-glass, E-glass,

carbon epoxy and replacement of best one to attain

improved efficiency. Our intention is to increase the

mechanical properties such as weight reduction,

deflection, stresses under subjected load and natural

frequencies of drive shaft. Design and analysis process

are carried out using CATIA and ANSYS software.

KEYWORDS: ANSYS, comparison, stiffness,

composite material drive, strength etc.

1. INTRODUCTION

A driveshaft is a rotating shaft that transmits

power from the engine to differential gear of a rear

wheel drive vehicles. High quality steel (Steel

SM45) is a common material for construction.

Steel drive shafts are usually manufactured in two

pieces to increase the fundamental bending natural

frequency because the bending natural frequency of

a shaft is inversely proportional to the square of

beam length and proportional to the square root of

specific modulus. Power transmission can be

improved through the reduction of inertial mass and

light weight. As a result, when torque peaks occur

in the driveline, the driveshaft can act as a shock

absorber and decrease stress on part of the drive

train extending life. Many researchers have been

investigated about hybrid drive shafts and joining

methods of the hybrid shafts to the yokes of

universal joints. Substituting composite structures

for conventional metallic structures has many

advantages because of higher specific stiffness and

higher specific strength of composite materials.

Composite materials can be tailored to efficiently

meet the design requirements of strength,

stiffness and composite drive shafts weight less

than steel or aluminium of similar strength. It is

possible to manufacture one piece of composite

drive shaft to eliminate all of the assembly

connecting two piece steel drive shaft. The

automotive industry is exploiting composite material

technology for structural components construction

in order to obtain the reduction of the weight

without decrease in vehicle quality and reliability. It

is known that energy conservation is one of the most

important objectives in vehicle design and reduction

of weight is one of the most effective measures to

obtain this result. Actually, there is almost a direct

proportionality between the weight of a vehicle and

its fuel Consumption, particularly in city driving. In

the journals we reviewed, the materials used by the

authors are carbon epoxy, kelvar epoxy, boron

epoxy, E glass epoxy for conventional replacement

of SM45 steel drive shaft. S glass (Alumino silicate

glass without CaO but with high magnesium oxide

content MgO with high tensile strength) is the new

fibre composite material that never used in any

journals, which is the research gap prevailed

Fig1.1. Schematic arrangement of under body of an

automobile

2. LITERATURE SURVEY

Pankaj K. Hatwar, Dr. R.S. Dalu [1]: This

journal deals about analyse of composite drive shaft

polymeric materials reinforced with synthetic fibres

and replacement over conventional steel drive shaft.

This journal also similar to other journals where the

composite materials such as carbon epoxy, E glass,

Thermoplastic carbon composite materials are

compared with steel drive shaft and results had been

analysed.

Sathyajit S Dhore, Hredeya Mishra [2]: In this

journal carbon fibre epoxy composite layer was co-

cured on the inner surface of the aluminum tube

rather than wrapping on the outer surface to prevent

composite layer being damaged by external impact

and moisture. Press fitting method was used to join

the aluminum/composite tube and steel yokes was

devised to improve reliability.

R.P Kumar Rompicharla, Dr. K. Rambabu [3]:

This journal deals about analyse of composite drive

shaft with Kevlar epoxy material as a replacement

over conventional steel drive shaft. This work

attempted to deflection stress using FEA and carried

out for both steel and composite materials for

purpose of weight optimization and stress intensity.

P. Jayanaidu, M. Hibbatullah, Prof. P.Baskar

[4]: This journal expressed the disadvantages of

using steel as a shaft material and substituting them

with titanium alloy. The result thus obtained is

noticeable and it reveals the problems in shaft which

are increased weight, vibrational noise, buckling. In

this journal the propeller shaft is analysed with two

materials such as steel and titanium (Ti-6Al-7Nb) on

Ansys in which modelling is done by PRO/E. And

the modal analysis is carried out in order to know

the natural frequency where the natural frequency of

shaft is inversely proportional to the square of the

beam length and proportional to the square root of

specific modulus which increases total weight, thus

natural frequency value determines the weight

reduction of the particular material used on the

shaft.

3 METHODOLOGY

Our methodology deals with the analysis of

conventional steel shaft and composite shaft. Results

proves that how beneficial is the replacement of a

conventional steel drive shaft with composite drive

shafts, so we carried out a step by step process by

going through a literature review thoroughly and

gain the information’s such as material process,

design specifications, design calculations, analysis

etc. After literature review we go through material

selection process, were the material is selected in

order to overcome the disadvantages of the

conventional steel drive shaft. After material

selection design specification is carried out with

help of journals and specification of the problem is

found. The first steel (SM45C) which is used for

reference where the theoretical and ansys value is

compared to crosscheck whether the process carried

is correct or not and then ansys value of composite

drive shafts are calculated which is compared with

ansys value of steel drive shaft. Thus the

comparison of steel drive shaft with composite drive

shaft is final output results of this project.

3.1 Problem Identification:

Most domestic drive shafts will develop

vibrations about half way into the vehicles life span,

say around 100,000 miles. Our feeling is this is due

to the high amount of horse power on domestic

vehicles and the additional stress created by

overdrive transmissions. Light duty auto and truck

drive shafts tend to develop vibrations due to

wearing of components. If not corrected this may

eventually lead to drive shaft failure. And two piece

steel driveshaft consists of three universal joints, a

centre supporting bearing and a bracket, which

increases the total weight of the vehicle which cause

reduction in power transmissions.

4 SELECTIONS OF MATERIALS

Fibres are available with widely differing

properties. Review of the design and performance

requirements usually dictate the fibre/fibres to be

used. Carbon/Graphite fibres [1]: Its advantages

include high specific strength and modulus, low

coefficient of thermal expansion, and high fatigue

strength. Graphite, when used alone has low impact

resistance. Its drawbacks include high cost, low

impact resistance, and high electrical conductivity.

Glass fibres: Its advantages include its low cost,

high strength, high chemical resistance, and good

insulating properties. The disadvantages are low

elastic modulus, poor adhesion to polymers, low

fatigue strength, and high density, which increase

shaft size and weight. Also crack detection becomes

difficult.

4.1 Selection of Resin System

The most important issues in selecting

resin are cost, temperature capability, elongation to

failure and resistance. The resins selected for most

of the drive shafts are either epoxies or vinyl esters.

Here, epoxy resins such as E-glass epoxy, carbon

epoxy, S-glass epoxy were selected to be compare

with conventional SM45 propeller material due to

their high strength, excellent adhesion to various

substrates, effective electrical insulation, chemical

and solvent resistance, low toxicity, stability, light

weight, good wetting of fibres, lower curing

shrinkage, and better dimensional stability. Epoxy

resins are routinely used as encapsulates, casting

materials, potting compounds and blinders. Some of

their most interesting applications are found in

aerospace and recreational industries where resins

and fibres are combined to produce complex

composite structures. Epoxy technologies satisfy a

variety of non-metallic military and aerospace

applications. To support these applications epoxy

resins are formulated to generate specific physical

and mechanical properties.

Table 4.1.MATERIAL PROPERTIES

5. CALCULATIONS OF PROPELLER SHAFT

5.1 Assumptions [3].

The shaft rotates at a constant speed about

its longitudinal axis. The shaft has a uniform,

circular cross section. The shaft is perfectly

balanced, all damping and nonlinear effects are

excluded. The stress-strain relationship for

composite material is linear and elastic; hence,

Hook’s law is applicable for composite materials.

Since lamina is thin and no out-of-plane loads are

applied, it is considered as under the plane stress.

Table5.1. DESIGN SPECIFICATION [4]:

5.2 Calculation for SM45 steel:

Max Shear Stress = T*Ro/J

Mass = pal

Natural frequency = pi/2*L2 (sqrt (E*I/m)

Von-Misses stress = (T*Ro)/I

Deformation = ML2/ (2EI)

Where Ro – outer radius of propeller shaft

L – Length of propeller shaft

T – mean/average torque

E – Young’s modulus

I – Moment of inertia

J – Polar moment of inertia

Mass = pAL

M =7600*pi/4(0.092-0.08342)*1.25

=8.53Kg

Von-Misses stress = (T*Ro)/I

= (3500*0.09/2)/(8.4578*E-7)

= 1.65528E8 N/m2

Deformation = ML2/(2EI)

= 3500*1.252/ (2*207E9*8.457E-7)

= 0.00153 m

Max Shear Stress = T*Ro/J

= 3500*0.045/ (pi/32(0.094-0.08344))

= 9.3109E7 N/m2

Natural frequency = pi/2*L2 (sqrt (E*I/m)

= 1.005*143.197

= 143.95 Hz

6. DESIGN OF PROPELLER SHAFT

The shaft rotates at a constant speed about

its longitudinal axis. The shaft has a uniform,

circular cross section. The shaft is perfectly

balanced, i.e., at every cross section, the mass center

coincides with the geometric center. All damping

and nonlinear effects are excluded. The stress-strain

relationship for composite material is linear &

elastic; hence, Hook’s law is applicable for

composite materials. Since lamina is thin and no

out-of-plane loads are applied, it is considered as

under the plane stress.

PARAMETERS

SM45

(Steel)

[2]

E-Glass

Epoxy

[2]

Carbon

Epoxy

[2]

S-Glass

Epoxy

[5]

YOUNGS

MODULUS

(GPa)

207

50

190

59

SHEAR

MODULUS

(MPa)

80

5600

4200

9000

DENSITY

(Kg/m^3)

7600

2000

1600

2020

POISSON

RATIO

0.3

0.3

0.3

0.28

SHEAR

STRENGTH

(MPa)

275

72

30

165

S.NO

NAME

NOTATION

UNIT

VALUE

1 LENGTH L mm 1250

2 DIAMETER DO mm 90

3 THICKNESS t mm 3.32

Fig 6.1. Design of propeller shaft

6.1 Selection of Cross-Section

The drive shaft can be solid circular or hollow

circular. Here hollow circular cross-section was

chosen because:

The hollow circular shafts are stronger in

per kg weight than solid circular.

The stress distribution in case of solid shaft

is zero at the centre and maximum at the

outer surface while in hollow shaft stress

variation is smaller. In solid shafts the

material close to the centre are not fully

utilized.

7. ANALYSIS OF PROPELLER SHAFT

7.1. Meshing

We have selected area mesh for the

meshing with the element size of 10, which will

provide us fine meshing. We have selected

rectangular mesh element for accurate and uniform

meshing of component. The meshing is the method

in which the geometry is divided in small number of

elements. This meshing of propeller shaft is as

shown in below fig.

Fig 7.1. Meshing

7.2. Boundary condition:

The boundary condition for the analysis of drive

shaft are given as the one end is constrained with

zero displacement in the both linear and rotational.

At the other end of shaft torque is applied.

Fig 7.2. Boundary condition.

8. ANALYSIS RESULTS

Fig 8.1.Deformation for SM45.

Fig 8.2.Maximum shear stress for SM45.

Fig 8.3. Von misses shear stress for SM45.

Fig8.4 Natural frequency for SM45.

Fig 8.5.Maximum shear stress for SM45.

Table8.1. COMPARISON TABLE FOR SM45

Since our theoretical and ansys value ranges are

within 5% deviation, we conclude that our

methodology of approach is correct and proceed to

analyse for epoxy materials.

8.1. Analysis results for epoxy materials:

DEFORMATION:

Fig 8.1.1. S-Glass epoxy.

Fig 8.1.2. Carbon epoxy.

Fig 8.1.3. E-Glass epoxy.

MAXIMUM SHEAR STRESS:

Fig 8.1.4. S-Glass epoxy.

Fig 8.1.5. Carbon epoxy.

Fig 8.1.6. E-Glass epoxy.

VON MISSES STRESS:

Fig 8.1.7.S-Glass epoxy.

Fig 8.1.8. Carbon epoxy.

Fig8.1.9. E-Glass epoxy.

MAXIMUM SHEAR STRAIN:

Fig 8.1.10. S-Glass epoxy.

SM45

Deformation

(mm)

Max shear

stress

(N/m2)

Von misses

stress

(N/m2)

ANALYTICAL

VALUE

0.00153

9.3109E7

1.65218E8

ANSYS

RESULTS

0.001454

9.476E7

1.646E8

Fig 8.1.11. Carbon epoxy.

Fig 8.1.12. E-Glass epoxy.

NATURAL FREQUENCY:

Fig 8.1.13. S-Glass epoxy.

Fig 8.1.14.Carbon epoxy.

Fig 8.1.15. E-Glass epoxy.

Table 8.2. OUTPUT TABLE OF EPOXY MATERIALS

9. RESULTS AND DISCUSION

In the present work four different materials

including conventional material are used for

discussion and the results are shown in table

Table 9.1. ANSYS RESULTS:

From the above tabulation we can clearly note

that the maximum shear and von misses stress are

quite less for s-glass epoxy material, hence it may

be a suitable substitute for conventional steel shaft.

On other hand weight optimization of S-Glass epoxy

composite material 73.5% than conventional one.

Weight optimization = (wt. of SM45-wt.of S-

Glass)/ (wt. of SM45)

= (8.53-2.26/(8.53))*100

= 73.5%.

10. CONCLUSION

It has been concluded that S-Glass epoxy

composite material may be used as alternate

material for propeller shaft. It has been seen from

the study that s-glass epoxy composite material is a

favourable material as alternate in place of

conventional material because the maximum stress

generated as same as conventional propeller shaft

material and the von misses stress of s-glass epoxy

composite material is less than conventional

material. The weight is optimizing up to the 73.5%

as compared to conventional propeller shaft

material.

Finally, it may be concluded that the S-glass epoxy

composite material shaft has the following

advantages over conventional shaft:

‒ Less density

‒ Composite material is completely free from

corrosion.

‒ Apart from being lightweight, the use of

composites also ensures less noise and

vibration.

Materials

Deformation

(mm)

Max.

shear

stress

(N/m2)

Von

misses

stress

(N/m2)

Max.

shear

strain

(N/m2)

Natural

frequency

(Hz)

S-Glass

epoxy

0.001461

9.273E7

1.615E7

0.00263

0.6718

Carbon

epoxy

0.003333

9.527E7

1.6502E7

0.00130

1.1682

E-glass

epoxy

0.000703

9.324E7

1.6503E7

0.00057

1.33

Materials

Deformation

(mm)

Max.

shear

stress

(N/m2)

Von

misses

stress

(N/m2)

Max.

shear

strain

(N/m2)

Natural

frequency

(Hz)

SM45

0.001457

9.476E7

1.646E7

0.00199

0.597

S-Glass

epoxy

0.001461

9.273E7

1.615E7

0.00263

0.6718

Carbon

epoxy

0.003333

9.527E7

1.6502E7

0.00130

1.1682

E-glass

epoxy

0.000703

9.324E7

1.6503E7

0.00057

1.33

‒ The composite are recyclable so they can

be reuse.

‒ In present work, main aim in concentrated

towards reducing overall weight of shaft

with same strength, which ultimately

results in less fuel consumption. Moreover

by using composite drive shaft we can

avoid using two piece drive shaft, since

composite materials are providing much

better natural frequency compared to the

steel material.

REFERENCE

1. Pankaj K. Hatwar, Dr. R.S. Dalu (2015-ISSN

23197064 IJSR volume 4 issue 4): Design and

analysis of composite drive shaft.

2. Sathyajit S Dhore, Hredeya Mishra IJARIIE

(ISSN(0) 2395- 4396 Vol 1 issue 2015):

Material optimization and weight reduction of

drive shaft using composite materials

3. R.P Kumar Rompicharla (IJERT) ISSN: 2278-

0181 Vol. 1 Issue 7, September – 2012 Design

and Optimization of Drive Shaft with

Composite materials.

4. P. Jayanaidu, M. Hibbatullah, Prof. P.Baskar

(IOSR-JMCE VOLUME 10 Issue 2 DEC 2013)

- Analysis of a drive shaft for automobile

applications.

5. David Harman, Mark E green wood, David M

miller (1996) -high strength glass fibre- agy

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